sudduth



Jan. 31, 1923. 1,657,648

' A. L. SUDDUTH IGNITION APPARATUS Filed April 5o, 1924 3 sheets-sheet 1M/MW i Z i 9a.

Jan. 31, 1928. 1,657,548

A. L. SUDDUTH IGNITION APPARATUS Filed April 50, 1924 3 Sheets-Sheet 2@afa/fr /f Vwf/MW i mm, Mdm

Jansl, 192s.

A. L. SUDDUTH IGNITION APPARATUS Filed April 50, 1924 5 Sheets-Sheet 3Law/MM Patented Jan. 31, 1928.

' UNITED STATES ARTHUR Il. SUDDUTH, OF MILWAUKEE, WISCONSIN.

IGNITION APPARATUS.

Application filed April 30,

The present invention relates to ignition apparatus, and morespecifically, aims to provide means for quickly and easily convertingignition systems such as are emloyed on the Ford automobile, into themore modern single spark ignition systems. X.While this is thefundamental object of my invention, i also wish it to be understood thatcertain principles and features of construction inherent in my improvedapparatus are also applicable to distributor and breaker units for otherignition systems and other makes of cars.

is is well known to those skilled in the art,A the standard Fordignition system employing a magneto and a. series of vibrator coils,produces a shower of sparks at each spark plug for every iring'period ofthe plug. The disadvantages of such a method of ignition are that ashower of sparks is difficultto time properly, and these numerous sparksalso tend to diuse the electrical energy over a considerable sparkinginterva'l instead of concentrating it in a single hot spark. Moreover,the Contact terminals of the vibrator in such a system are frequentlypitting and giving trouble. f

@ne of the fundamental objects of the invention is to provide animproved construction of circuit breaker and distributor embodied inunit form and adapted for ldirect mounting on the timing shaft of theFord engine where the conventional Ford timer is usually mounted. By theuse of this unit I am enabled to convert the typical Ford shower sparksystem into a. modern single spark ignition system at small expense andwith no alterations or other inconvenience. The standard Ford circuitcan be kept intact as installed with the original Ford vibrator coilsemployed as before, the only change being that the vibrators are screweddown so as to maintain a continuous circuit through the primary windingof each coil. y

Referring to the accompanying drawings in which lhave illustrated apreferred embodiment of my invention:

Fig. l is a side view7 partly in section and partly in elevation showingmy improved c-ircuit breaker and distributor unit;

Fig. 2 is utransverse elevational view through the outer shell forshowing the rotor element in end elevation;

1924. Serial No. 709,944.

Fig. 3 is a longitudinal sectional view taken approximately on the planeof line 3`3 of Fig. 2;

Fig. t is al perspective view of the rotor assembly removed from itsbearing plate and from the outer shell;

Figs. 5 and 6 are similar views of the bearing plate for the rotor andof the rotor retaining ring respectively;

Fig. 7 is a perspective view of the adapter plate which carries therotor, its bearing plate, Vand the outer sheel enclosing the rotor;

Figs. 8 and 9 are detail sectional views showing' the mount-ing of thestationary breaker contact on the plate that carries the wiping bumperand cooperating cam depressions in the adapter plate, respectively;

Fig. l() is a detail sectional view through the breaker arm on a planeat right angle to Fig. 9;

Fig. 11 is a view similar to Fig. 9 showing the breaker contactsseparated;

Fig. l2vis adetail sectional view through the spring brush mounting; i

Fig. I3 is a detail sectional view showing the engagement of one of thebearing plate lugs in the corresponding notch in the rotor plate; and

F ig. let is a. vertical sectional view through a modified form ofadapter plate.

Referring to Figures l and 3 the engine is indicated at l2, thisrepresenting the front portion thereof and more particularly the frontcover which houses the timing gears in the typical Ford motor.Projecting from the front of this engine portion l2 is I3 having thereduced shank the cam shaft la and the threaded end 15. It is on the endof this cam shaft I3 that the typical Ford timer is always installed.

.For converting the Ford system to a single spark system, this standardFord timer is removed and the combined circuit breaker and distributorunit I6 is put in its place over the end of the cam shaft 13. This unitis assembled upon an adapter plate 17 shown in perspective in Fig. 7.This plate is in circular disc form with a forwardly turned peripheralflange 18. A tongue 19 haring a bifurcated end extends forwardly fromthe flange 1S at one point for engaging on each side of the control lugthrough which the control rod makes conbrush; and showing the breaker.

Vadapted to set into an annular` recess or adapter plate and which I lgroove 23 formed in the timing gear housing 12 concentricl of the shaft13. ris shownin Fig. 3 these lugs centery the adapter plate 17 and spacethe back thereof from the front face of the gear housing cover 12. Thisaccommodates the cam pockets which are punched out through the back ofthe shall vnew describe. e

Set in from the lugs 21'on a smaller radius is another group ofpunchings which do not extend entirely through the plate-hut only to asufficient depth to forni the four equidistant pockets or camdepressions 25 in the front face of the adapter plate. A bumper bar orfoot controlling the movable. breaker Contact rides over the front taceof Vthis adapter plate 17 and is adapted to drop into these'pockets orcam recesses 25. Accordingly, the leading and trailing edges of each ofthese pockets With respect to the rotation of' this bumper inemberareslopedas indicated at 26 inl Figures 6 and 9, so that the bumper bar canreadily cam itself out of the pocket during the proper forward nioe tionof the rotor, and also during any temporary backvvardrotation, such asfrom back firing. One of these counter-sunk portions 25 has an adjustinghole 27 punched therethrough for aifording access to the breakercontacts for adjustment thereof from the rear side of the breaker anddistributor unit. The central opening 28 in the adapter plate V,17 slipssnugly 4over the shankld Vand abuts the shoulder'13 of the cam shaft at.the end of this shank. Y. Next to the adapter plate 17 is mounted abearing plate 29, constructed of bronze' or other suitable lbearingmetal. This bearing platey is illustrated in perspective in'Fig. 5 andis constructed in the form ofv a circular rdisc With a plurality ofupstanding lugs 3l punched out'of the saine at equidistant'pointsnearthe periphery. A slot 32 is also punchedl out of thisV plate,through which extends the bumper bar or foot tor separating the hrealrercontacts, and there `is also providedV the hole 33 for affording accessto the breaker contacts Vfor adjustment. The central opening 34slipsover the shank portion 1a of the cam shaft to permit this hearingplate to engage flush'against the adapter lplate 17 Fitting next to thisbearing plate29 is rotor unit 35, illustrated in perspective in Figure4, VThis is the rotor member that .performs the circuit breakingfunction and the distributing function.v Ttcomprise's acircularY plateV36 having a hub portion 37 eX- tending forwardly therefrom. Theperiphplate 29.

ery of the rotor plate 36 has a plurality of notches 36 cut out of thesame Vto receive the lugs A31 of the bearing plate 29, the rotor andthis bearing plate being assembled With the back ofV `the plate 36litting flat against the face of the bearing .The plate 29 and the rotorunit 35 being thus locked together for joint rotation by these lugs 31and notches 38, a rotor retaining ring 39 is then placed over theoutside of the bearing plate 29. As

. shown in Fig. 3, this ring is formed With an inner offset flange l1which overlaps the. periphery of the bearing plate 29 and forms acircular pocket in its rear side-tor receiving this 'bearing plate. Theouter periphery ot this ring 39 fits snugly `Within the flange 18 of theadapter plate 17 so that the bearing plate 29 and retaining ring 39 areboth supported centrally in the adapter plate 17.

he entire. unit is housed'by a shell 42 having a generally taperingfront portion and a cylindrical flange Li3( for its rear portion.

This flange 43 sets snugly 1 vithin the flange 16 oitheV adapter plate17, and bears against the front side of the rotor retaining ring 39,forcing this ring hack against the adapter plate 17. ie front end of theshell ll2 ha the usual depression or pocket 4l for receiving` the end ofthe usual spring arm for holding these timer shells in place. The vshell/l-2 may be the standard Ford shell with the standard arrangement ofinsulating ring, Contact segments, and terminal posts; orA it may be vaspecially constructed shell to form a `part of the present circuitbreaker Vand distributor unit. y

Tn either event the shell will generally support an insulating ring 46extending around the interior of the flange portion e3.y The in- 'nercylindrical face 47, of this insulating ring Will'be notched out atquarter intervals for receiving the contact segments 43. Terminal posts49 extend from each of' these Contact segments out throughthe insulatingring i6 and through'an opening 51 in the cy-'r lindrical portion of theshells-2. Anjinshovvn'in Fig. 4, it will be noted that secured vto therotor plate 36 and embracing la considerable portionotl Vthehulo 37 iscondenser 55 of arcuate form, this arcuatevforin permitting of the'desired capacity of condenser in the relatively small space on therotorunit. Mounted en the rotor plate 36 substantially opposite the condenseris a terminal plate 56. rThis plate is of substantially the profileshown lin Fig. 2,land similarly formed block or slab of insulation 57 isinterposed between this terminal plate 56 and the rotor plate 36. Theterminal plate 56 may be secured to the insulating block 57 in anydesired manner 4so long as this terminal plate 56 Vis retained out ofelectrical connection with the rotor plate 86. Formed in the centralportion ot the terminal plate 56 is a. box-like guide 58 for receivingthe square or oblong brush 59 which is projected from the guide 58 on aline substantially radially ot the rotor unit '85. A compression spring6l (Fig. 2) is confined between the inner end ot this brush 59 and theinner end ot' the guide 58. When assembled as shown in F ig. 3, thisbrush is thrugt out into wiping` engagementwith the inner face 47 of theinsulating ring 46, where it makes regular contact with the contactsegments Referring to Figures 8, 9 and ll, it will be noted that theinsulating` block 57 has opening 62 extending therethrough, forintroducing the stationary contact screw 63 up through the terminalplate 56 from the bottom thereof. This contact screw threads up throughthe plate 56, and a check nut 64 may be threaded over the lower end otthe screw up against the plate to lock the contact screw in position. Aspring breaker arm 65 extends over the top of the Contact screw 63, thearm 65 and the screw 63 having cooperating contact points 66H66. rlieother end of the spring breaker arm is secured yby a screw 67 to a hump68 projecting forwardly from the rotor plate 86. The breaker arm isformed with Aa rightangle end 69 for riveting thereto a projectingbumper or toot 7l. This bumper or /t'oot is preferably constructed Votfibre or other suitable insulating material, and kextends back through aslot 72 in the rotor plate 86 and through the mat-chine' slot 32 in thebearing plate 29. This brings the rear end of the bumper or toot againstthe front wall of the adapter plate 17, where it rides in the circle ot'the cam drops 25. rhe hole 62 extending through the insulating block 57and through the rotor plate 86 matches with the opening 33 in thebearing plate 29, so that when these aligned openings come intoregisterl with the opening 27 in the adapter plate, access is affordedto the inner end of the screw contact 68 from the rear side of thebreaker and distributor unit.

A lead 73 has connection with one side of the condenser 55 and entendsover tor making electrical connection with the terminal plate 56 throughthe attaching screw 74. The other side of the condenser or the otherseries of condenser surfaces are grounded to the rotor plate 36; wherebythe condenser shunted across the two contact points 66-66 'for sparkabsorption.

JAfter the rotor unit 35 is assembled over the end 14 ofthe cam shaft 13it is rigidly secured thereto by `any connecting member 75 that may beemployed, such 4a key, Vor .a radially extending pin joining the hub '37and shaft end 14. It will be noted that by virtue Aot the outer shell 42forcing ,the retaining ring 89 back into the .flanged adapter plate andthus holding all ot the rotating parts up against this adapter .platethere is no need of a nuttor screwingover the threaded end l ot theshatt, although one may be used if desired.

The spark is advanced .and Vretarded through a control rod which .makesoperative connection with a thimble or eye 77 carried in the end ot' anarm 78 riveted to this outer shell 42 (Fig. l). ln the opera-tionotlthis control rod this shell 42 vis voscillated :back and forththrough a limited path of movement, as is obvious in the control of anignition circuit. To insure corresponding movement of the rear adapterplate 17 the bifurcated tongue or extension v19 is Jarranged to embracethe sides of the control arm 78.

- The operation ot thebreakerand distribir tor unit is as follows:

lVith the rotor revolving in 'the vdirection indicated by the arrow inFig. 2, `the brush 59 makes selective contact with each of the contactsegments 48, whereby the circuit through the coil of the cylinder to befired is completed down to theiterminal plate 56 and the stationarycontact screw 63. The

preferred angular .relation between ythe con- Y tact segments 48 and thecam pockets 25 Vis illustrated in Fig. l2. It will Ybe .noted trom thisgure that when the brush 59 i'irst encounters the lleading end of thesegment 48 the bumper part of the adapter plate la7 but, no sooner hasthe rbrush contacted with the end ot the segment than the .bumper footl7l drops down into the adjacent cam pocket and closes the circuit atthe contacts 66. This continues the circuit from the terminal plate 56and contact screw 63 through the breaker arm to ground through the rotorplate 86, thereby establishingA a current liow through the coilcorresponding to that segment 48. The vibrators of all four coils havingbeen previously screwed down tight, there is no tiring potentialdeveloped in the secondary of the selected coil at this time. Theangular breadth of the segment 48 is sutlcient to build up a strongcurrent in the primary of the coil and to thoroughly magnetize the samebefore the brush 59 reaches the end of the segment. When the brush isclose to the end of the segment the bumper 7l encounters the cam surface26 at the edge of the cam pocket 25, and immediately the circuit breakerarm 65 is thrust upwardly, sharply separating the contacts 66 andinterrupting the current flow through the coil.

toot 7l is riding on the high CTI rearward projection V5:30

Upon this'interruption of the primary circuit the sparking potential inthe coil is created and the cylinder is red. This is repeated at each ofthe segments 48 around the entire ring 46.- In advancing and retardingthe spark the shell' Ll2 and the adapter plate 17 move as one, so thatthe segments etand campockets 25 maintain theirfixed angular relation.If desired, this angular relation may be varied, or-the width of eachcam pocket 26 may be changedso that the contacts 66 are in engagementwhen the brush 59 i'irst touches the leading end ofthe segment L18.'

Fig. let illustrates a modified construction .of adapter plate 17 whichmay be employed in lieu of the one above described. In this modifiedform the adapter plate is shown with a shoulder 81 adapted to abut thegearV housing cover 12 around the edge of the circular groove 23, and anannular bead 82 punched in this adapter plate engages the outer wall ofthe groove and retains the adapter plate centered.,r substantially asshown. The central body portion of the adapter plate in which the campockets 25 are punched, is set forwardly from the plane of the shoulder81 and bead 82 so t-liat the of these cam pockets will not interferewith the seating of the adapter plate against the gear housing cover 12.This construction avoids the openings in the adapter plate incident topunching out. the trance of dirt or oil into the interior of the unitthrough these openings. I claim:

1. In ignition apparatus, the combination of a housing, a rotor in saidhousing', Ya rear plate closing the rear of said housing, a bearingplatecarried by :said rotor, anda retaining ring carried byrsai'dhousing for engaging over said bearing plate.

lugs 21, and thus avoids the eni -'2.`In ignition apparatus, theYcombination of a housing, an adapter plate yclosing the rear of saidhousing, a rotor, a bearing plate associated with said rotor, and aflanged retaining ring over-lapping said bearing plate and confinedbetween said housing and said adapter plate. y

' 3. In ignition apparatus, the combination of a housing, a rotor insaid housing, a rear plate closing said housing, a pair of circuitbreaking contacts in said housing, an actuating member for one of saidcontacts, and a plurality of cam surfaces punched in said rear plate forcooperation with said actuating member.

el.. In ignition apparatus, thecombination of atiming gear housing, atiming shaft eX- tending therefrom, aV second housing removably securedto 'said first housing over the end of said shaft, a rotor in saidsecond housing, circuit breaking contacts carried by saidrotor and anactuating member for said contacts extending substantially longitudi-Vnally of said rotor for co-operation with an actuating surface ontheinner wall of said housing.

k5. In ignition apparatus, the combination Vof a timing gear housing, atiming shaft eX tending therefrom, a second housing removably secured tosaid first housing over said shaft, a rotor in said second housing, apair of circuit breaking contacts in said second housing, an actuatingmember for moving one of said contacts and an adapter plate havingaplurality of equi-distant cam depressions on said second housing, saidactuating member being adapted to ride over the front' face of saidplate and in said cam I depressions when the rotor is in motion. Y

In witness whereof, I hereunto subscribe my name this 10th day of April,1924.

Y ARTHUR L. sUDDUri-i.

